Relating to ram units in transmissions of the toroidal race, rolling traction type
This invention relates to ram units for use in transmissions of the toroidal-race, rolling-traction type. It relates particularly but not exclusively to hydraulic ram units of a known general kind which are mechanically connected to the carriages that support the rollers by which traction is transmitted between the input and output toroidal discs; movement of the ram results in a change in the attitude of the roller, and thus a change in the transmitted ratio also. Such a mechanism is generally well known in the art, and examples of it are described in detail in many published patent specifications, for instance GB-C-2023753 and EP-A-0133330. 
     It has been customary for such ram units to comprise an integral, double-ended piston moveable within a one-piece cylinder liner mounted in a cylinder housing, and for the piston and liner to be manufactured to a high degree of finish and fit by precision methods. Such methods are expensive, especially where the precision-fit piston is made so that its length can be adjusted. 
     In both of the patent specifications just recited, means are also provided to set up a &#34;hydraulic end stop&#34;, effect, to resist and arrest further movement of the ram piston, should the transmission encounter a driving condition in which the rollers tend to overshoot their normal range of attitudes and so be in danger of running off the edges of the toroidal discs. In such conditions, by resisting and arresting the movement of the piston, the corresponding movement of the connected rollers is resisted and arrested also. In GB-C-2023753 the end stop effect is created by a sleeve which fits over the shaft of the ram piston. If the piston overshoots its normal range of movement, the sleeve is mechanically moved so as to alter the normal flow of the operating fluid and trap a volume of fluid which opposes further piston overshoot. In EP-A-0133330, as in GB-C-2023753, the ram cylinder cavity is in normal use connected both to a pressurized source of hydraulic fluid and to exhaust. In EP-A-0133330, however, the outlet ports are formed in the cylindrical side wall of the ram cavity, and as the piston head overshoots its normal range of movement it itself covers the outlet port, so automatically raising the pressure of the volume of fluid now trapped in the cavity end. 
     Aims of the present invention include simplifying the ram, facilitating both the adjustment of the piston and the means of connecting it to the rollers, and providing an improved end-stop mechanism. The invention is defined by the claims, the disclosure of which is to be considered as included within the contents of this specification, and the invention will now be described by way of example with reference to the accompanying drawing in which: 
    
    
     FIG. 1 is an end elevation of a ram and associated control valve; 
     FIG. 2 is partly in plan, and partly a section on the line II--II in FIG. 1, with certain parts removed, and 
     FIG. 3 is a schematic view indicating the interconnection between the ram and the rollers of the transmission. 
    
    
     A block 1 is formed with cavities 2 and 3. Cavity 3 houses a ram 8 of which only part is visible in FIG. 2. The ram comprises a central shank 10 into which bores 11 have been drilled from opposite ends. Shank 10 is externally threaded at 12 to receive two oppositely-facing internally-threaded piston head units 13 held in location by locknuts 14. The end 15 of the units 13 constitute the ram pistons and are formed with grooves to receive PTFE rings 16. Cylinder units 17 are secured to block 1 by studs 18 and nuts 19, and while there is clearance between the cylinders 17 and the pistons 15, the rings 16 establish the necessary sliding and sealing contact of the pistons within the cylinders. Damping of the motion of the hydraulic ram is effected by plungers 25 which slide within bores 11 and are carried on rods 26 flexibly supported by caps 27 in the end walls 24 of units 17. Pistons 15 and cylinders 17 define between them working spaces 29 and 28 at the top and bottom of FIG. 2 respectively. 
     Cavity 2 houses a control valve for the ram unit, the valve being essentially of the kind shown in patent specification U.S. Pat. No. 4,662,248, already referred to. The control valve comprises two similar spools 4, 5 formed with lands 49 and movable within a stepped bore defined by a liner 6. The spools move under the influence of plungers 50, 51 driven by the controlled operation of opposed solenoids which are not shown but are housed within caps 52. Liner 6 fits within cavity 2 and is separated from it by ring seals 53 which divide the annular clearance between liner 6 and block 1 into a number of separated compartments. The stepped bore of liner 6 is formed with a number of ports each communicating, by way of a separate comparment within the annular clearance, with a separate passage formed within block 1. Ports 55, 56 communicate by way of their associated passages with a pressurized source 57 of hydraulic fluid, and ports 58, 59 communicate similarly with a drain 60. Port 61 communicates with an inlet port 71 to space 29, port 63 with an outlet port 72 from space 29, port 64 with an inlet port 73 to space 28 and port 62 with the outlet port 74 from space 28. 
     In normal operation of the transmission, spools 4, 5 are subjected to opposed and variable control forces by the plungers 50, 51. If the force of plunger 50 exceeds that of 51, spools 4, 5 will move downwards as seen in FIG. 2. The lands 49 on the two spools will therefore tend to cover ports 56, 59 and to uncover ports 55, 58. Pressure will therefore tend to rise in working space 29 and fall in 28, so that the forces exerted upon the ram 8 by the fluid in the two working spaces tend to move it downwards also. Conversely if the force of plunger 51 exceeds that of 50, the spools 4, 5 will move upwards so as to cover ports 55, 58 but uncover 56, 59, so tending to raise pressure in space 28 but lower it in space 29, so that the ram 8 is urged to move upwards. 
     According to the invention, inlet and outlet ports 71-74 are formed on the end walls 24 of their respective working spaces 29, 28 and while the inlet ports 71-73 open into the base surfaces 76 of those walls, the outlet ports 72, 74 open into steps 77. Each outlet port therefore lies axially protruding of its respective inlet port. Therefore if the ram 8 exceeds its normal stroke so that one of the pistons 15 approaches its end wall 24, the piston will first restrict the outlet port and then--if the approach continues--actually contact the step 77 and block the outlet, without obstructing the inlet port in the same way. When the approaching piston restricts the outlet port (72 or 74), as just described, it increases the flow resistance of the port. The pressure in the working space therefore rises, so opposing further overshoot of the ram and thus exerting a &#34;hydraulic end stop&#34; effect. Should the overshoot nevertheless continue, it will of course cease when the forward face of the piston actually contacts step 77. The outlet port will then be completely blocked, and the same region of the end wall 24 which provided the hydraulic end stop effect will supplement it with a physical stop effect also. 
     A rectangular aperture 30, located symmetrically to either side of the transverse centre line 31 of block 1, is formed in the lower wall of that block beneath cavity 3, and a similar but slightly smaller rectangular aperture 32 is formed in the top wall and is normally covered by a plate 33 (FIG. 1) held in place by bolts 34. Plate 33 can be removed to allow access for a spanner to flats 35 on units 13, whereby to adjust their positions on shank 10 and so vary the length of the piston assembly. 
     FIGS. 2 and 3 show means to connect piston 15 with at least one roller 45 of the transmission, whereby the angular orientation of the roller 45 is related to the axial position of the piston 15 within the cylinder. As FIGS. 2 and 3 show best, aperture 30 accommodates the mechanism by which the piston assembly is connected to the rollers of the transmission, and the movement of that mechanism. A grip 37, clamped to a central boss 38 on shank 10, supports a pivot point for one end of a lever 39. This lever corresponds to item 51 in FIG. 1 of specification GB-C-2023753, already referred to, and the other end of it is fast with a sleeve 40 which is rotatable about the input shaft 41 of a continuously-variable-ratio transmission of the toroidal-race, rolling traction type. The transmission comprises at least one input disc 42, secured to shaft 41 in a manner preventing relative rotation of shaft and discs, and an output disc 44. Rollers 45, mounted in carriages 46, transmit drive from discs 42 to disc 44. By means which are well known in the art, but which are not part of the present invention and are therefore shown only schematically at 47 in FIG. 3, sleeve 40 is connected to carriage 46 so that rotation of sleeve 40 by lever 39 causes the orientation of rollers 45 to swing in the sense indicated by arrows 48, so varying the transmitted ratio. 
     The annular clearance between piston ends 15 and the inner walls of cylinder unit 17 allows both these parts to be formed by casting or general machining, without the need for expensive finishing, and the PTFE rings, 16, like the similar rings 23 on plungers 25, provide both adequate sealing and adequate freedom of axial movement for a reasonable lifetime, after which they can easily be replaced.